Aircraft pilot trainer



April 28, 1953 E. J. FOGARTY ETAL AIRCRAFT PILoT TRAINER.

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AIRCRAFT PILOT TRAINER Filed 001;. l2, 1945 17 Sheets-Sheet 5 comm-s More uN/r N5 V AC o/FrenewruL com 65.4@ sox F/TCH HAR MOTOR UNIT @-6. lrmd A TTORNE Y April 28, 1953 Filed OCt. 12, 1945 E. J. FOGARTY ETAL AIRCRAFT PILOT TRAINER 17 Sheets-Sheet 4 ATTORNEY April 28, 1953 E. J. FoGARTY l-:T AL 2,636,285

AIRCRAFT PILOT TRAINER Filed oct. 12, 1945 17 sheets-sheet 5 REDUCTION GEAR 30X /6 64 5/ 7 mrs or run/v Moro@ u/v/T fu rE 0F cL/Ma Moro/e u/v/r ,le J Foc/:RTV

By M A TTORNEV Y April 28, 1953 E. J. FOGARTY ETAL 2,636,285

AIRCRAFT PILOT TRAINER Filed Oct. l2, 1945 17 Sheets-Sheet 6 ro mw Alva MAN/m/ o mfssune uu. LEFT E J Foc/wry /NVENTORS R. o. R/PPERE Aprll 28, 1953 E. J. FOGARTY ET AL AIRCRAFT PILOT TRAINER 17 Sheets-Sheet 7 Filed Oct. l2, 1945 WVU/Top5" R. 0. R/PPERE April 28, 1953 E. J. FOGARTY ET AL 2,636,285

AIRCRAFT PILOT TRAINER Filed oet. 12, 1945 l 17 Sheets-Sheet 8 A TTORNE' V PIAZS, 1953 E. J. FOGARTY ET Al.. 2,636,285

AIRCRAFT PILOT TRAINER Filed OCL. 12, 1945 17 Sheets-Sheet 9 T0 SSOCATED DEV/CE REDUCTION GEAR 50X REDUC T ION GEAR 80X E J FOGARTV Nm/TOPS" R o R/PPERE BV L M ATTORNEY April 28, 1953 E. J. FOGARTY Em.. 2,636,285

AIRCRAFT PILOT TRAINER Filed Oct. l2, 1945 17 Sheets-Sheet lO s w a A TTORNE Y April 28, 1953 E. J. FOGARTY ETAL 2,636,285

AIRCRAFT PILOT TRAINER Filed Oct. l2, 1945 17 Sheets-Sheet ll FIG. l/

TRUE A/R SPEED MOTOR UNIT REDUCTION GEAR lND/CATED AIR SPEED MOTOR UN/T GEAR 80X E. J NVENORS R. o. R/PPERE yam. M

ATTORNEY April 28, 1953 E. J. FQGARTY ET Al. n 2,636,285

AIRCRAFT PILOT TRAINER Filed Oct. l2, 1945 17 Sheets-Sheet l2 /N VENTO/RS* By @-M April 28, 1953 E. J. F'OGARTY ET Al. '2,636,285

AIRCRAFT PILOT TRAINER 17 Sheets-Sheet 13 Filed Oct. l2, 1945 om Sms 5S Q .Uhm

` E. J Foc/:RTV NVENTORS R. o R/PPERE ATTORNEY All Y' 17 Sheets-Sheet 14 AAA VV E J. FOM/PTV R. O. R/PPERE E. J. FOGARTY ET AL AIRCRAFT PILOT TRAINER Alm I..

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prl 28,v 1953 Filed oct. 12, 1945 April 28, 1953 E. J. FOGARTY ET Al.

AIRCRAFT 1311.01 TRAINER 17 Sheets-Sheet l5 Filed Oct. 12,- 1945 f. J FocA/RTV /NVENTORS' R o R/PPERE ATTORNEY Aprll 28, 1953 E. J. FOGARTY ET AL AIRCRAFT PILOT TRAINER 17 Sheets-Sheet 16 Filed OCb. l2, 1945 April 28, 1953 E. J. FOGARTY ET AL AIRCRAFT PILOT TRAINER 17 Sheets-Sheet 17 Filed Oct. l2, 1945 Qu mmtoumt 65@ QQ NR ma( x mw? GT 6k Twb@ TMO@ Patented Apr. 278, 1953 AIRCRAFT PILOT TRAINER Edward J. Fogarty, Rutherford, N. J., and Robert 0. Rippere, Massapequa, N. Y., assignors to Bell Telephone Laboratories, Incorporated, New York, N. Y., a corporation of New York Application October 12, 1945, Serial No. 622,068

39 Claims. (Cl. 35-12) This invention relates to an aircraft pilot trainer in which the operation of controls similar to those of a standard aircraft by the pilot causes the operation of intruments on the pilots instrument panel and of instruments at an instructors desk to simulate the instrument operation of an actual night whereby a student pilot may be given ground training commensurate with actual training in an airplane and under all flight conditions which might be encountered during an actual flight.

In the training of pilots it has been the practice heretofore to give them training in aircraft of atraining type and also in ground trainers equipped to give them some of the fundamentals of instrument flight. To familiarize the pilots With the handling of power and other equipment of airplanes, ground courses have been given with such equipment. Following such basic training it has then been the practice to train pilots extensively in the flight of actual aircraft which they will later be assigned to fly.

Aircraft are costly to build, to fly and to maintain, and their use for intensive training purposes by pilots who have not yet attained their skills in flying them introduces a great hazard both to the equipment and to the pilots during the training period and obviously withdraws such 4aircraft from their more valuable use in actual service.

From actual experience it has been found that after the pilots have had all of their basic training in flying and in the operation of the equipment of airplanes, the actual flying hours in the air with airplanes which they will ultimately be assigned to fly, may be materially reduced through the use of a ground trainer designed to simulate all of the flight and operational functions of the type of airplane to which they will later be assigned. A ground trainer of this type for training the crew personnel of a multiengined seaplane has been fully disclosed in Patent 2,584,261 of February 5, 1952, to R.. C. Davis,l

E. J. Fogarty `and R. O. Rippere. In Patent 2,564,429 to C. E. Germanton of August 14, 1951, a ground trainer has been disclosed in which a pilot may be trained to perform all the functions required to start and control the engine of an 'airplane of a single engined high speed type which the trainer is designed to simulate. The present .invention relates more particularly to ,such a' trainer in which the pilot may be trained to perform all of the flight functions which would be required to adequately ny such an airplane.

rItis therefore an object of the present invention to provide a ground'trainer in which a student pilot may be trained to perform all the flight functions which would be required to actually y an airplane of the type which the trainer is designed to simulate.

To attain this object,v the trainer in accordance with this invention has been designed to follow as nearly as possible the flight and engine characteristics of the airplane which it is designed to simulate in the operation of its controls and the instrument response thereto. The instruments and controls provided for the pilot are similar in appearance to those in a regular airplane but such instruments are controlled through electrical circuits and mechanically operated apparatus so that the indications on the instruments and feel on the controls simulate those of an airplane in flight. In addition sound effects and airplane vibrations are simulatedrby a loudspeaker and a vibrator located in the trainer. Although the trainer flight unit remains stationary when the pilot performs his normal functions at the start and during flight, equipment is brought into action which simulates and records engine starting, take-o and landing, banked turns, altitude effects, fuel level and pressure, oil pressure, cylinder and oil temperatures, etc. in the instrument response. The design is based on various aerodynamic and engine performance characteristics and registers and result in terms of normal airplane instrument readings.

The objective is obtained by the use of motor drive and motor control units which operate from input signal potentials caused by the unbalancing of circuits as the engine and ight controls are positioned. These motors through reduction gear trains produce shaft rotations to angular positions proportional to the input potentials. The shafts cause the rotation of potentiometers which control other drive units and also cause the operation of telemetric apparatus which control the operation of corresponding instruments thus causing said instruments to register the shaft positions. Potentiometers are also mechanically coupled to th-e engine and night controls and electrically connected to the motor control circuits.v

In order that the training of a student pilot may be suitably supervised and directed, an instructors desk is provided at whichV duplicates of the instruments of the training unit are mounted, at which control keys and switches are provided for enabling the instructor to introduce conditions of flight and at which Various supervisory signals are also provided.

Just as an Vairplane uses thrust horsepower create-d by the engine and propeller to take oir, climb and iiy, so does the trainer use thrust horsepower to simulate take-off, climb and flight. The flight circuits may be considered in two groups. One group includes the circuits associated withNV straight. ahead ight, including climbing'flight, andtheother group includes the circuits associated with turns.

The straight ilight circuits include angle of attack, angle of climb, indicated airspeed, rate of climb, altimeter, true airspeed, pitch bar and accelerometer circuits.

In an airplane, the pilot uses, the elevator con--u trol, sometimes called the` stick, to control the speed of flight. If the power developed by the engine and propeller is more than isneeded to ily level at the speed the pilot chooses, Ythe airplane will climb and similarly if the engine power is less than that required to ily level, the airplanevvill, descend. The position of the stick determinesthe angle` of attackl of the wings, Wlrhliswthe angle,v between the lower surface of the wings and the line Otight of, the airplane'. 'Iheangle of attackdeterrnines hcw much lift or dragthe Wings produce for anyV air-speed. In the traner these eiects arecontrolled in4 asimilar,A Way. yThe stickl is. arranged'to control the positions of the potentiometers of the angle of attack motorunit.J 4Pote'ntiorneters on the angle o'attack motor unit in turn control the position ofthe, anglefof climb potentionieters, which in turnfaiifec't the indicatedair-speed motor unit aiidltherateoflclirnb motor unit. When the angleiA 'off increases, the rate of climb motor movesthpotentioineters and instruments operatedthereby' to a position representing a highejrf rateo'f clirnb and the indicated air-speed mo 'Inoves'its ,potentionieters and instruments to adposfitilon'i presentinga loWer'air-speed. Lower inldic' ed`ai`r``speeld'I results in lower true aireol and, as the. true air-speed potentiometers thyfreduce a potential controlling the olffoliinh i'notor eventually causing it to swolbillixzdatfa nev'z rate of climb.

A n'glfoicli'rnb,potentiometer also controls the'altiheter'notr unit. If the angle of climb represehtsla onsitiverate of vclimb of 200 feet per rfnrfit'e,fftlie altineter.willshow an increase of glfefe, fait iieatlthe end of .a minute. The'tiie air-speed of an airplane is usually d'ierent fronti-the` indicated air-speed because tff'rdnay airspee'd indicator .depends on the denrsiity'asiilellas'the true speed and said air de" dependsf; on' barometric pressureand te'merat re'both of which are closely'related udef'Inthe trainer the air density cfu y xcontifol led by'thealtimeter motor unit so that'fas lthe ',alttudeincreas'es the 'true air-speed beo'oin'es `greater than the indicated air-speed.

"The pitchbarmotor unit controls the up and down Sn'ro'ver'ne'n`-t of Ythe horizon bar in the gyroV lfo'rion instrument. YIt is controlled by various potentials 'representing the angle of climb and tlievrti'cal vcomponents of the 'angle of attack andyaiv. In straight flight an increase in angle o'f'clirnb 'or angle of attack will cause the pitch bar motor to move the horizon bar down thus representing a .n'o'se' u'p condition.

1Theaccf-le'ifor'neter motor unit is controlled by poteritioiiieters'jonfthe angle of attack and Wing Ii'afpsgiunits', A` positive increase in angle of'iatt fllcaus'e an `increase in the acceleromerepii'n ation 'mia' positive direction.

'The turning night circuits include rate of turn, banlg ball, compass,l ground speed and ground track. The rudder is used primarily to control movement of an airplane around its vertical axis. This movement is called yawing and the rate at which the airplane turns about its vertical axis is the rate of yavv. The rate of turn with respect to the earth is. related to therate oi yavv by the bank angle of the airplane.

The ailerons are used principally to control movement of an airplane around its longitudinalraxis. This movement is called rolling. The bank angle yor angle between the wings and the horizon is controlled by rolling the airplane.

` There are other factors, however, which also affect these movements. If the ailerons are deilected without using the rudder, as the bank angle increases the plane side-slips. Side-slipping causes air m strike the side of the rudder and causes the airplane to yaw in the direction of the side-slip. In this case the rate of yav/ isa secondaryresult of. aileron movement. If on the other hand,-rudder is applied without nioveinentv of the ailerons, the centrifugalfforce causes the 4airplane tosiqid; Because of the con? struction of the Wings, theskid causesth plane to roll, raising thewingfonfthelside to? ward` which it is skidding, Thus,` a second resultof rudder movement, isla change in bu angle.

In the trainer theraterof turnlandbanlgcirr cuits are arranged so'thatY the di" ately described above arefreprodued.,"Application ci left rudder without ailerons., causes the rate of turn motor to vrun its potentiometers 1and instruments in a direction corresponding@ an increasing rate of turnto the left. A ,potelntial from a rate of turn potentionjie,ter` causes4 the ball motor to run itspotentip'nietersandinstruments to Vindicate a.ba'll right condition, representingl a yaw to vtherleit.l A, potentiall ironia ball rpotentiometer .causes 4the barili. motor-to run its potentiometers and instruments ina direc;- tion to indicatek alowering ofthe` 'left Wiriyg.y A potential from a second .ball potentionieter` tends tor decrease the rate vof turnto the ,left untilva stable condition exists,v

If the stick ismoved lto the rightjivithout moving the rudder pedals,v a potential isconnected to the4 bant; motor so that it moves its Apotentiorneters and instruments in a direction Acorrespeonlf ingto a lowering or" the right wingandwaupotenl tial from one, oithese potentiometers k'cailises the ball `motor ,to move to a ball right or slip p oitio'n. A potential` from one vof the' ball poterie tiorneters .causes the rate of turn motor to, move in a` direction to indicate vthe rightjvturnm The rate of turn movement is reflected into `the ball and bank circuits until vsta'bililaationk .occur'sfunj der the existing conditions:

The ball circuit controls'the movementof the ball indicator Ainthe 'turn'and bank instrument. If vthe airplane has correct bank anale'or its rate of turn and air-speed,` the `ballfvviyll centered in the curvedglass tube of the instrument. If the right wing is lower than itshould berne beu moves to theI right. rn tuer-trainer if there is a rateof yturn"tofthe right, ahorresponding potential from thejratewof Iturn poten-7 tiozneter tends lto causerjthe-gball'1notor Ato 'move the, ball to the left., "If .thebankvangle iscorrect for the, airfspeed and rateoi turn,the po,tential from thebank potentiometecnnect d to ,conf trol theball vvouldjgbe egual Yand ,oppositexo the rate o1" turn'potential Y and.the ball.,IrlotroijO will center the ball.

The remote indicating :compass ,in tbeztrai'ner is controlled by the movement of the compass motor unit which is a function of the rate of pitch, rate of yaw, bank angle and angle of climb. The effect of rate of pitch increases as the bank angle increases whereas the effect of rate of yaw decreases as the bank angle increases. Both increase as the angle of climb increases. In the trainer, the effect of rate of yaw is introduced by means of potentiometers on the rate of turn motor unit and the effect of rate of pitch by potentiometers on the angle of the attack motor unit. The potentials from these potentiometers are in turn modied by potentiometers representing trigonometric functions of the angle ofclimb `and bank angle.

A turning error is introduced into the compass circuit by means of a rotary transformer mounted on the rate of turn motor unit whereby a potential is imposed, which is proportional to the position `of the rate of turn motor unit shaft, on one leg -of the telemetric circuit connecting the synchrotransmitter associated with the compass motor unit and the synchro-receivers which are associated with the remote indicating Compasses.

The compass, altimeter and air-speed indicators tell the pilot how fast and in what direction the airplane is moving with respect to the air around it. If that air is moving with respect to the earth, the pilot must make allowances forthe magnitude and direction of the air movement with respect to the earth. These factors are known as ground wind velocity and direction. In the airplane, the pilot has visual means of estimating wind direction and velocity. In the trainer the instructor must inform the pilot student of any changes. In the trainer the imaginary course flown is recorded on a map by a flight recorder whose direction and speed are controlled by the ground track and ground speed motor control units respectively which are dependent on the true air-speed and compass heading of the simulated flight and the ground wind velocity and direction.

lThe features of the trainer by which flight conditions may be simulated having been briey described, reference may now be had for a more comprehensive understanding of the invention to the following detailed description of the invention when read in connection with the accompanying drawings, in which:

Fig. 1 shows the ground speed and ground track control amplifiers which control the ground speed and ground track motor units disclosed in Fig. 2;

Fig. 2 shows schematically the ground speed and ground track motor units which control the speed' and direction of movement of the flight recorder at the instructors desk disclosed schematically in Fig. 17. Fig. 2 also shows a box in the lower left corner thereof representing a rough air motor unit controlled from the instructors desk, Fig. 17, for simulating the effects of rough alr;

Fig. 3 shows in the left portion thereof a schematic representation of the pitch bar motor control circuit and motor unit and in the right porn tion thereof a schematic representation of the compass motor control circuit and motor unit;

Fig. 4 shows a portion of the apparatus of the rate of turn motor unit;

Fig. 5 shows above the dot-dash line the rate of turn motor control circuit and other apparatus of the rate of turn motor unit and below the dot-dash line a schematic representation of the rate of climb motor control circuit of the associated motor unit;

and apparatus Fig. 6 shows above the dot-dash line apparatus of the altimeter motor unit and below the dotdash line apparatus of the ball motor unit;y

Fig. 7 shows above the dot-dash line a schematic representation of the altimeter motor con- -trol circuit and apparatus of the associated motor -unit and below the dot-dash line the schematic representation of the ball motor control circuit and apparatus of the associated motor unit;

Fig. 8 shows in the upper portion thereof apparatus of the bank motor unit and in the lower portion thereof apparatus of the angle of climb motor unit;

Fig. 9 shows above the dot-dash line a schematic representation of the bank motor control circuit and apparatus of the associated motor unit and below the dot-dash line a schematic representation of the angle of climb motor control circuit and apparatus of the associated motor unit;

Fig. 10 shows in the upper portion thereof apparatus of the true air-speed motor unit and in the lower portion thereof apparatus of the indicated air-speed motor unit;

Fig. 11 shows above the dot-dash line a schematic representation of the true air-speed motor control circuit and apparatus of the associated motor unit and below the dot-dash line a schematic representation of the indicated air-speed motor control circuit and apparatus of the associated'motor unit;

Fig. 12 shows in the upper portion thereof apparatus of the angle of attack motor unit and in the lower portion thereof apparatus of the thrust motor unit;

Fig. 13 shows above the dot-dash line a schematic representation of the angle of attack motor control circuit and apparatus of the associated motor unit; at the left and below the dot-dash line, the schematic representation of the thrust motor control circuit and apparatus of the associated motor unit and at the right and below the dot-dash line the schematic representation of the accelerometer motor control circuit and motor unit;

Fig. 14 shows in the upperportion thereof a schematic representation of the wing flaps motor control circuit and motor unit and in the lower portion thereof a schematic representation of the landing gear motor unit;

Fig. 15 shows schematically the instruments mounted on the pilots flight instrument panel positioned before the pilots station in the cockpit of the trainer and the synchro-receivers for controlling them;

Fig. 16 shows the potentiometers operated mechanicaily by the elevator, rudder and the aileron trim Wheels, the potentiometers operated by the control stick and rudder pedals and the potentiometers operated'by the foot brakes, all of which control equipment is mounted in the cockpit of the trainer and operable by the pilot;

Fig. 17 shows schematically the ight instruments mounted on the` instructors instrument panel at the instructors desk, controls by which the instructor may impose rough air, wind and wing ice conditions and a schematic representation of the flight recorder which is positioned for movement over a map mounted on the top surface of the desk;

Fig. 18 shows schematically the essential elements of the trainer; and Fig. 19 is a diagram showing how the several igures of the drawing should be arranged tofully disclose the invention. 

